Mine-car.



J. J. ROBY.

MINE GAR.

APPLICATION FILED NOV. 15,-1912.

Patented Feb. 17, 1914.

4 SHEETS-SHEET 1.

J. J. RUBY.

MINE CAR. APPLICATION FILED 11017.15, 1912.

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J. J. ROBY.

MINE OAR". APPLICATION FILED NOV.15, 1912. 1,087,31 8, Patented Feb. 17, 1914.

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{W Fl y- 177725.571" /N\/ENT0R J. J. ROBY.

MINE CAR.

APPLICATION FILED NOV. 15, 1912.

Patented Feb. 17, 1914.

4 SHEETS-SHEET 4.

JAMES J. ROIBY, OF CLEVELAND, OHIO.

MINE-can.

Specification of Letters Patent.

Patented Feb. 17, 1914.

Application filed Noveniber 15,1912. Serial- No. 731,479.

To all whom it may-concern Be it known that I, JAMES J. Roar, citizen of the United States, residing at Cleveland, in the county of Cuyahoga and State of Ohio, have invented certain new and useful Improvements in Mine-Cars, of which the following is a specification.

This invention has reference to improvements in mine cars, and the invention consists in the construction of thecar and the parts and combinations thereof substantially as shown and described and particularly pointed out inthe claims.

In the accompanying drawings Figure 1v is a plan view of my new and improved car horizontally sectionedat one of its wheel bearings. Fig. 2, Sheet 2, is a side elevation of the car and Fig. 3 is a longitudinal sectional' elevation thereof through the center lengthwise. Fig. 4 is a cross section of the truck on the line of one of the wheel axles,

and Fig. 5 is an end elevation of the truck or truck frame alone. Fig. 6 is a cross sec- A tion of the truck on the irregular line 6-6,

heretofore Fig. 1, showing an elevation of the lubricating means for the wheels. Fig. 7, Sheet 1, is a side elevation of the lower portion of the car body. Fig. 8 is a sectional elevation of one of the car wheels with bushing fixed therein, and Fig. 9 is a perspective view of the bearing sleeve proper for said wheel. Fig. 10 is a perspective view of one of the axle bearing blocks. Fig. 11 is a cross section on line az-m, Fig. 12, and Fig. 12 is a longitudinal section of the lubricating force pump. Fig. 13 is a cross sectlon on-line y-y, Fig. 12.

The car as important improvements upon mlne carsas known andmade and which 1nclude, among other things, a body I) which is essentially distinct and separate from the truck and removably seated thereon and divested of the draft means which heretofore have been directly connected with the bottom of the car body.

Heretofore as mine cars have been built there was no distinct truck assuch and the car axles and buifers were. supported directly from the bottom of the body or frame of the car, so that the construction of mine cars with separate and independent bodies and trucks is a new departure 1n the art in so far as it is famlliar to me; In this change of construction I have sought to relieve the body of the car from the injurious body is made this shown comprises severaleffects of impact when the cars are run-in heavy trains as is now the practice and-to construct a truck which would take such impact without injury. In modern car service it is the practice to operate the cars by electrical or'other power in trains of many cars each, say fifty to seventy-five in a train, and the tracks are liable to have sharp curves and'steep grades which are exceedingly trying to the cars with the incident jamming they receive. Hence the desirableness of relieving the car body of these effects in transit and having a truck which can withstand all shocks without injury. Hence the car a wholly independent part and is seated here and there upon the truck 'and provided with stop lugs 2 or their equivalent at its bottom which engage suitable cross portions 3 on the truck and prevent sliding of the body on'the truck, the said cross portions this instance being preferably the edges of the heavy top plate 1 1 constituting a portion of the truck frame. I may or may not employ removable bolts front and rear through the holes 1 to further secure the body of the truck, but in any event the said body has no direct connection with the draft riggingor means for coupling the cars together and is a separate member as already described.

The truck itself is especially. designed to meet the requirements of a car which is operated in a long and heavy train as described. To these ends I build the same with comparatively heavy I beams 5 at the'middle thereof lengthwise where the strain is greatest and which run the full length of the truck and are positioned side by side in such relation as to leave room between for the draft rigging. The said rigging comprises thedraft bars 6 at the ends of the car and which also serve as bumpers to cushion the impact, and each bar has a coupling head it outside and a shank inside wound with a heavy spiral spring 8 which is suitably buttressed by a collar 7, or its equivalent, fixed between the said I beams 5. The said truck frame is further constructed with a channel iron bar 8 full length on each side, Fig. 5, and suitable cross bars or plates 10 here and there and longitudinal trusses 11 and transverse trusses 12, as seen in Figs.

2 and 5,respectively, the whole being firmly however, and as a further precaution against racking the truck injuriously I bolt heavy plates, 14: and 15, top and bottom respectively over the middle portion of the truck and of a width to overlap the car axles a. These plates supplement the truck across both axles where the strain on the truck is greatest and make the frame doubly rigid and durable in this portion.

Now, having a truck frame constructed substantially as thus described with draft rigging at both ends arranged between the middle beams thereof, it will be noticed that the head portion h of the draft-bar is flanked on each side by an impact or shock absorbing wing or member 18 adapted to receive side thrusts on the car in short bends or turns in the road. To this end the said side wings or members 18 are pivoted at 19 at the base of head 71, and have slotted outer portions adapted to slide within limits in the sides and ends of the truck on pins 20, Fig. 1. The central head it is thus supplementcd by the said side heads or wings .18, and their function is common and mu-.

tual with head it in so far as serving as buffers for the car against shock from the train is concerned, especially if the effect be indirect or at an angle to the direct line of travel.

Further invention herein resides in the middle portion are supported in hearings or bearing blocks (Z fixed firmly in the truck frame and provided each with a central transverse bore for the axle and an open slot- 21, Fig. 10, horizontally in the outer side to receive the wings or projections 22 on the bearing sleeve 0, Fig. 9, and which wings are bolted firmly in said blocks 01, but with the understanding that the said sleeve can be removed and inverted when it becomes excessively worn. It is well known that the tendency is to wear the lower portion of the bearing to a more or less flattened shape, and I provide a removable and reversible bearing upon the axle a to take this wear and save the axle,'as it is cheaper and easier to reverse the sleeve or to provide a new one than itiis to provide a new axle. The said bearing sleeve 0 is thus made essentially the immediate bearing member for the wheel and a removable bushing f is fixed in the hub of wheel to and rides over the said bearin sleeve as in Fig. 6. The lubricating oi or grease enters between these parts through bore holes h endwise in. the wings 22 and the coincident slots (7 in the sleeve or bearing 0. Two sets of bores h and slots 9 are shown in each bearing which provide for reversing the said bearings when they become unduly worn determined intervals and times, and the lubricant preferably is not a free running oil but rather of the consistency of grease and which will feed under suitably applied pressure and only then, thus economizing the amount used and applying only a predetermined quantity, more or less, at a given time. To these ends the. ump cylinder m has suitable nipples 24 on its head 25 to engage the lubricating tubes it upon and a piston 26 is mounted ona screw rod 27 and is fed forward a limited distance by every partial rotation of the said rod, the said piston being splined or' otherwise. held to a direct sliding movement back and forth in the cylinder. The shankofthe. said screw is squared at its end 29 to engage a tool thereon to turn said screw and carries a lever 28 which serves to rotate the said screw a fraction of a complete circle at a time ac-. cording to the means provided to effect such rotation, as for example a fixed stop 1? at the end of a trip positionedat the side'of the track to enga e the said lever and cause it to turn a given istance before it becomes automatically released from the stop and is slowly restored by the sprin 30. The said lever is free to return on t e screw shank without rotating the screw and engagement therewith is efi'ected by a pawl 31 pivoted on the head 29* of said lever which engages a ratchet disk 32 fixed on shaft 27 and causes the rotation of said shaft when the lever 28 is turned forward .as above described. Thus a very slight forward feed movement can be imparted to the piston 26 and the pressure induced thereby will forcefeed the desired amount of lubricant to all the wheel bearings at the same time as described. It will be observed that lever 28 has a side flange 31 upon which the said stop, not shown, engages and from which it escapes when the desired movement of said lever has been obtained.

Obviously, there will come a time when the piston 26 will reach the end of its travel on screw 27 and when further feed of lubricant cannotv occur, and this is determined by the engagement of the piston with the nut or collar 33 on the said screw. -0ne effect of this enga ementis to lock the screw and piston toget er into resistance against retracting spring 30, and when the lever 28 remains inclined and does not return it tells that the piston has exhausted its feed movement and needs restoration. Such restora- 29 of the screw 27 and reversing rotation until the piston is carried back to starting position. When this has been done and the pump is to be re-supplied with the lubricant the supply is eifected through. the pipe 35, Fig. 1, which discharges into the end of the cylinder m and with which any suitable force feed device can be connected after removing the screw cap 36.

What I claim'is: 1. In mine cars, a truck constructed wit a pair of I beams lengthwise at itsmiddle to receive the direct thrust upon the car and channel bars at its sides, and cross connec tions and'truss braces combining said beams and bars ina unitary rigid structure.

2. In mine cars, a truck having apair of I beams centrally its entire length and draft rigging slidably mounted within limits between said beams, and springs in said rigging to cushion the impact between cars.

3. A mine car having a truck with Ibeams lengthwise through its center and spring pressed draw-bars between said beams at its ends adapted also to serve as buifers, said bars having draw-heads and side wings pivoted on said heads and slidably mounted in their outer portion on saidtruck and adapted to relieve impact at an angle to the direct line of travel.

4. A mine car "having a truck with sheet metal plates fixed across its middle portion top and bottom, in combination with a car body having downward projections engaging the edges of the upper of the said plates to prevent sliding of the body on the truck.

5. A mine car having an all metal truck constructed with I beams lengthwise at its middle and channel bars at its sides, cross braces connecting said beams and bars and plates connected or riveted across the top and the bottom of the truck in its middle section and overlapping the car axles, and

truss braces lengthwise and transversely of said truck.

6. A mine car having a truck with fixed bearing blocks for the car axles and invertible bearing sleeves over the axles and provided with projections bolted in said blocks.

sleeved over said axles and rigidly locked against rotation, and said sleeves provided with channels lengthwise in the walls thereof tosupply a lubricant thereto.

8. A truck for mine cars having fixed wheel supporting axles, bearing sleeves for the wheels over the ends of said axles having projections on their inner portions through which said sleeves are fixed in place and said sleeves having lubricating channels with entrance through said projections.

9. A mine car comprising a car body and a separate truck therefor having beams, shafts'extending transversely through said beams, wheels on said shafts, and draft appliances mounted at the ends of said beams.

10. A mine car comprising a truck and a body removably secured thereon, said truck having draft'appliances at either end and longitudinal. beams and bars at its center and sides, and wheel axles transversely through the central beams on the draft line.

11. A mine car comprising a car body and a separate truck for said body comprising beams therefor longitudinally the full length and center of the truck, longitudinal side bars, axles extending transversely through said central beams, bearing blocks 011 the side bars, and wheels for said shafts.

12. A mine car having means to lubricate the carrying wheels thereon comprising a force pump provided with a fixed cylinder and a direct acting piston, a screw rod engaged through said piston and a lever and ratchet mechanism to rotate said screw rod and actuate said'piston.

13. A mine car and a force feed pump for a lubricant mounted thereon having a piston splined to. travel directly and a feed screw to actuate said piston having an exposed end adapted to engage a tool thereon to rotate said screw and return the piston to starting position.

14. A mine car having a pump to supply a lubricant thereto provided with a. cylinder, a pistonsplined therein and a screw on which said piston is mounted, in combination with a supply pipe for the lubricant adapted to discharge into the inner end of said cylinder.

In testimony whereof I afiix my signaturein presence of two witnesses.

JAMES J. ROBY.

Witnesses:

E. M. FISHER, F. C. MUssUN. 

